armstrong



2' Sheets-Sheet 1L (No Model.)

' J. B. ARMSTRONG.

CARRIAGE GEAR..

No. 819,378. PatentedJune 2; 1885.

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Elk @3555; 5 MM ZSheets-Sheet 2.

(N0 Mode-1.)

J. B. ARMSTRONG.

CARRIAGE GEAR.

Patented June 2,1885.

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JOHN BELMER ARMSTRONG, OF GUELPH, ONTARIO, CANADA.

CARR AGE- eEAR.

SPECIFICATION forming part of Letters Patent No. 319,378, dated June 2, 1885.

Application filed October 18, 1884.

To all whom it may concern.-

Be it known that'I, JOHN BELMER ARM- STRONG, a subject of the Queen of Great Britain, residing at Guelph, in the county of Wellington, Province of Ontario, Canada, have invented certain new and useful Improvements in Carriages; and I hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming a part of the same, wherein Figure 1 is a general perspective view of a running-gear embodying my invention. Fig. 2 is a View of one of the side springs, its curved or O-shaped supports and perch, showing relative shape of side to points of suspension and the self-compensating position they assume when heavily laden. Figs. 3 and 4. are details of shaft -shackles, anti-rattler springs, front axle, and connections to axle. Figs. 5, 6, and 7 are details showing the formation of clips, ends of body-loops, and their connections to the side springs. Fig. 8 is a rear view of a phaeton-body, showing the construction of the front and rear body-loops in hanging the body and the manner of attaching the Figs. 9 and 10 are views of the rubber cushion and the clip for securing the same.

Like letters refer to like parts wherever they occur.

The object of my present invention is to produce a light, graceful, and serviceable sidespring steel running-gear for vehicles; and it consists, generally, in various novel details of construction, all as will hereinafter more fully appear.

The main or prominent features are, first, the upward and inward extension of the spring-perches to form spring-supports integral with the perches, to which are shackled the cyma-reversa single-plate side springs, whereby the construction is simplified, and strength combined with lightness is obtained with decreased number of parts; and,secondly, the attaching of the body-loops directly to the side springs on opposite sides of the transverse center and substantially equidistant from each other and from the ends, whereby the intermediate spring-bar is dispensed with, the strain along the springs is equalized, the

freedom of the springbetwcen the spring-bar is (No model.) Patented in Canada September 4, 1884, No. 20,131.

insured, liability to fracture of the spring is re duced, teetering motion of the body after pass: ing obstructions is avoided, and the body sits much lower than in the previous constructions. There are minor but material features which will be more fully pointed out in the subsequent description.

I will now proceed to describe my invention more fully, so that others skilled in the art to which it appertains may apply the same.

In the drawings, A indicates the front axle,

011 which is pivoted, by means of a springclevis, D, suitable wearing-plates, and king bolt, a steel head-plate, 0, having upwardcurved arms or ends which support the perch.

B indicates the rear axle, and E spring steelplate perches, which extend from the head-plate to the rear axle, and are curved 7o upward and inward into general 0 form at the extremities to form spring-supports F in tegral with the perches E.

G indicates steelzside springs of single plate, tapered in thickness at the extremities, of cyma-reversa form or double curvature, and suspended at the extremities from the C- curves F of the perches E by free swinging shackles.

H and Z indicate bodyloops, which are 83 clipped directly to the eyma reversa side springs, G, and I is one of the draw-jacks se cured to the front axle.

The several parts and their general relation each to the other having been indicated above, 8 5 the special features of each and the advantages thereof will next be pointed out.

It will be noticed that the ends of the bodyloops HZ are directly connected to the side springs, G, on each side of the centers, instead 0 of being supported, as usual, on spring-bars resting above and on the centers. The distance between the body-loops is about onethird the total length of the side springs. As will be seen,this method of connection hasva- 5 rious advantages, some of which are as follows: First, it does away with top leverage and twisting of connections, as theend fastenings of the body-loops are about level with the points of suspension on the ends of the side :00 springs; second, the strain is more equalized along the plates, and they are rendered less liable to breakage. It also prevents a teetering or continued motion after passing over obstructions, which was the case in this class of vehicle when the weight rested on the centers. It also looks neater, is lighter, and allows the body to sit low without undue dropping of the suspension-loops.

The things to be desired in a carriage-spring are case of motion and lightness combined with sustaining capacity. In side springs as usually formed from laminated plates and suspended on swinging shackles the main plate is of equal thickness its entire length between the eyes, usually from a quarter to five-sixteenths of an inch. The result of this shape andthiekness of plates is, that in several inches of the spring ends close. to the eyes there is very little or any elasticity, which is so muchstock and length of spring wasted, and has to be provided for in that much extra weight of spring between those points,as the rigid parts act as so much leverage on the center, making or causing the elasticity to be in that di rection. I have obviated these faults and obtained the desired results by a peculiar shaping and'making the ends quite light, which i will be better understood by reference to Fig. 2 and dotted lines K.

It will be noticed that the ends of the plate are so formed as to assume an upwardlycurvcd shape, forming steel spring suspensionstraps toward the stiffer parts of the spring. Of course when the ends assume this position the strain on these parts is to a great extent of a tensile nature, thus getting the entire benefit of the length and weight of the spring.

It will be further seen that when strained or heavy laden the cyma-reversa side springs touch, and are supported on the perches at or near the ends of the same, where,when wished for, they are met by the cushions m,of rubber or other suitable material,to prevent noise and chafing. Some of the results of this peculiar shaping and the spring plates being made quite thin and flexible toward the ends are, very easy motion with light or heavy loads, and when very heavily laden the spring receives the additional sustaining or compensating capacity in the ways shown.

It will be noticed that the flat steel-plate perches E are extended upward in a C or curved shape, F, to form supports for the side springs. On the ends of these curved supports are eyes to support the swinging springshaekles. The eyes formed on the ends of these supports are placed in a proper position above the perches to correspond with the compensating action of the side springs, as previously described, and they may also be made practically rigid, if wished for. The rubber cushion, which is shown as a flanged hemisphere, m, is fastened to the perches by a wrought-metal strap, 4, having a hole in the center, through which the rubber projects,and

- the strap is clinched on the lower side of the loops slightly nearer the rear ends of the side springs, and also make those ends proportionatel y heavier, thus causing the carriage to ride level when loaded.

Figs. 3 and 4 show the connection of the draw-jacks I andanti-shaft-rattler springs to the naked axle, in which any lateral motion of the jack is prevented by the pin g,which is recessed into the axle. The draw-jacks and the anti-shaft-rattlers are then secured by the bolts 0, which are screwed into the extended ends of the draw-jack, forming a rigid and substantial connection, as described. I preferably set the draw-jack on top of the axle; but it can also be secured in a similar way to the front, back, or bottom of the axle.

The method of connecting the body-loop ends to the side springs is shown in Figs. 5, 6, and 7, Fig. 5 being a sectional view. Fig. 6 is a perspective view of the connecting-clip over the side springs, made from round steel, the cross-bar of which'has a flat bottom with a raised teat, i, in the center, which is recessed into the spring. The inside corners of these clips are rounding to fit the edges of the springplate, and the outside corners, being square, give the clip great strength at those points where it is required. It will also be noticed the holes in the body-loop ends, through which the clip ends pass, (see Fig. 7,) are re-enforced by projecting bosses j, the inside corners of which are also rounded out to fit the edges of spring G, thus forming an effieient and neat connection in all its parts.

Referring now to Fig. 8, it will be noticed that the front loop, Z, is turned downward and the back loop,H, upward at the outer ends, to suit the side conformation of a phaeton or any crooked body; but these loops can be adjusted to suit all kinds of carriage-bodies, thus forming a very neat and cheap method of hanging up this class of body,'which is usually an expensive job.

The cross-straps J, which are usually attached to phaetons for appearance, in this case are made useful also. The upper ends are secured to the body in the usual way; but the lower ends of the cross-straps are attached to the ends of the bolts k, which hold the springshackle hangers in position, thereby tending to prevent undue swinging or sinking of the body on the side which is heavy laden, and

also giving the rear of the carriage a fine and finished appearance.

I am aware that it is not new to use a tapered single-plate C-spring with flexible connections to support a side spring, and make no claim to such construction. Having thus described the nature and advantages, of my invention, what I claim, and desire to secure by Letters Patent, is

1. In a buggy or carriage gear, the combination of spring-perch plates having inwardlycurved 0 -supports integral therewith and cyma-reversa single-plate side springs, substantially as and for the purposes specified.

2. In a buggy or carriage gear, the combination of C-spring supports, cymareversa side springs, and body-loops attached directly to the cyma-reversa single-plate side springs on opposite sides of the transverse center, substantially as and for the purposes specified.

3. In a buggy or carriage gear, the combination of C-spring supports, cyma -reversa single-plate side springs, and body-loops attached directly to the side springs at substantially equal distances from each other and from the ends of the spring.

4. The combination of aflanged rubber cushion and wrought-metal cushion-clipv having a central hole and strap ends, substantially as and for the purposes specified.

JOHN BELMER ARMSTRONG.

Witnesses:

WM. E. SLAKER, R. L. TORRANOE. 

